Adjustable vehicle-carrying frame

ABSTRACT

An adjustable frame for carrying vehicles between elongate upright sides includes, on each side, a forward end and a rearward end, each end including an upper and lower rail section joined by elongate brace members, where the respective ends are separated from one another and a length-adjusting insert is carried between such ends to selectively permit adjustment of the position of the forward end relative to the rearward end while maintaining the ends in end-to-end alignment. On each side of the frame, preferably at least one of the upper rail sections has an end portion defining an open-ended hollow tube extending lengthwise of that side within which an elongate arm of the length-adjusting insert is slidably moveable so that structures on the outside surfaces of the rail sections will not interfere with length adjustment. Preferably, on each side, the upper and lower rail sections of the respective ends together define longitudinally aligned upper and lower pairs of open-ended tubes in which are slidably received an upper and lower pair of arms of the length-adjusting insert, thereby permitting the insert to remain permanently in position on each side regardless of the length selected. Preferably, also, the forward and rearward ends of the frame are lockable to the arms of the insert while keeping the insert centered longitudinally with respect to each side.

[0001] This application is a continuation of U.S. Patent Application No.10/072,373, filed Feb. 5, 2002, which is a continuation of U.S. patentapplication Ser. No. 09/861,212, filed May 17, 2001, which is acontinuation of 09/617,743, filed Jul. 17, 2000, now U.S. Pat. No.6,260,718 B1, which is a continuation of U.S. patent application Ser.No. 09/267,930, filed Mar. 11, 1999, now U.S. Pat. No. 6,119,877, whichis a continuation of U.S. patent application Ser. No. 09/942,268 filedMar. 13, 1998, now U.S. Pat. No. 5,909,816, which is a continuation ofU.S. patent application Ser. No. 08/837,054 filed Apr. 11, 1997, nowU.S. Pat. No. 5,765,701, which is a continuation of U.S. patentapplication Ser. No. 08/686,685 filed Jul. 26, 1996, now U.S. Pat. No.5,630,515, which is a continuation of U.S. patent application Ser. No.08/520,747 filed Aug. 28, 1995, now U.S. Pat. No. 5,553,716, which is acontinuation of U.S. patent application Ser. No. 08/433,629 filed May 3,1995, now U.S. Pat. No. 5,470,490, which is a continuation of U.S.patent application Ser. No. 07/871,288 filed Apr. 20, 1992, now U.S.Pat. No. 5,417,332, which is a continuation-in-part of U.S. patentapplication Ser. No. 07/720,893 filed Jun. 25, 1991, now U.S. Pat. No.5,105,951, which is a continuation of U.S. patent application Ser. No.07/500,476 filed Mar. 28, 1990, now U.S. Pat. No. 5,040,938, which is acontinuation of U.S. patent application Ser. No. 07/261,504 filed Oct.24, 1988, now U.S. Pat. No. 4,963,067, which is a continuation-in-partof U.S. Patent Application No. 06/943,688 filed Dec. 18, 1986, now U.S.Pat. No. 4,797,049.

BACKGROUND OF THE INVENTION

[0002] The present invention relates to the adjustability of elongateframes of the type which have a generally open-sided construction makingpossible the loading of two or more tiers of vehicles onto the frame andwhich, after being loaded, are adapted for insertion into a standardcargo-carrying container for shipment.

[0003] Frames of the above type are shown, for example, in Gearin, etal. U.S. Pat. Nos. 4,768,916 and 4,797,049. A newer model of this typeof frame is shown in Halpin, et al., U.S. patent application serial No.784,902, filed Oct. 30, 1991. In each of these disclosures, the frameshown is of a generally open-sided box-like construction where each sideof the frame includes a longitudinally-extending upper and lower rail.Both at the corners of the frame and at longitudinally-spaced positionstherebetween, upright brace members are used to connect together theupper and lower rail. At the ends of the frame, the sides are connectedtogether such as by a spreader bar or by a two-panel centrally-hingedgate that is capable of being folded inwardly in order to collapse thesides of the frame.

[0004] In order to support vehicles on the above-described type offrame, respective pairs of elongate wheel cradles are suspended acrossthe respective sides of the frame to support the forward and rearwardwheels of each vehicle. In particular, each end of each wheel cradle issupported by an end hanger which, in turn, is vertically slidable andadjustably lockable along a tension member suspended by its upper endfrom the upper rail of the frame. The vertical slidability of the endhangers makes possible power-assisted vertical lifting of each vehicleby the hangers. The upper ends of the respective tension members are, inturn, longitudinally movable along the upper rails in order tocompensate for differences in vehicle wheel base as well as to allowtilting of the vehicles. An elongate plate having numerous openings orslots spaced therealong is affixed to the inward edge of each upperrail, each opening or slot providing a different pinning or lockingposition for each tension member.

[0005] A difficulty with the above-described type of frame relates tothe differing sizes of the containers that are encountered at differentvehicle loading and unloading stations. In particular, cargo-carryingcontainers that are 40 feet, 45 feet, and 48 feet in length may beencountered. The present frames of fixed dimension are required to havea length no longer than that which will fit within the shortestcontainer. This presents the problem of preventing to-and-fro movementof these frames within the longer-length containers during transport.Furthermore, even if a movement-limiting mechanism is provided, thereremains the problem of the reduction in the number of vehicles thatmight otherwise have been shipped in the longer-length container. Forexample, whereas, normally only three larger-sized vehicles can becarried on the present frame which is 39 feet in length (suitable for a40-foot container) if, instead, the frame were 47 feet in length(suitable for a 48-foot container) it might be possible to carry as manyas six larger-sized vehicles.

[0006] In view of the above, there clearly exists a need for avehicle-carrying frame which is adjustable in length. Unfortunately, dueto the basic structure of the frame as well as its intended use, thisobjective has not been readily obtainable. A frame having adjustablewheel platforms is shown in Swartzwelder U.K. Patent No. 1,006,496, butthis reference does not describe how to achieve extensible movementbetween entire ends of the frame where each end includes upper and lowerrails joined by elongate brace members. In fact, such extensibility isnot easy to implement, particularly between the upper rails of each end,because these upper rails must uniformly provide numerous lockingpositions for the tension members which support the wheel cradle endhangers. Furthermore, because the side-to-side spacing of one end woulddiffer somewhat from the side-to-side spacing of the other end in atelescoping structure, wheel cradles of different widths would be neededin order to support vehicles on the frame.

[0007] Accordingly, the principal object of the present invention is toprovide a vehicle-carrying frame having an improved mechanism foradapting to containers of varying length by enabling selectiveadjustment of the length of the frame.

[0008] A related object of the present invention is to provide amechanism of the above type that, despite such adjustability in length,retains the ability to position its vehicle-supporting tension memberslongitudinally wherever they are needed.

[0009] Another related object of the present invention is to provide amechanism of the above type that does not require the use of wheelcradles having different widths in order to support vehicles atdifferent positions on the frame.

[0010] Yet another related object of the present invention is to providea mechanism of the above type where the length can be adjusted withoutthe need to add or subtract any frame sections.

SUMMARY OF THE PRESENT INVENTION

[0011] To achieve the aforementioned objects, the present inventionincludes a length-adjusting insert carried permanently on eachrespective side of the frame. Each side is partitioned into two endswhich each include an upper and lower extremity joined by elongatesupport members and which are separated longitudinally by thelength-adjusting insert that adjusts the separation between the twoends.

[0012] In a preferred embodiment of the present invention, hollow upperrails on each end of the frame telescopically receive respectiveelongate arms of the length-adjusting insert. In this manner, the upperrails are free to shift along the length-adjusting insert to adjust theseparation between the ends of the frame without interference with theadjustable positioning structure on the rails from which thevehicle-supporting tension members are suspended.

[0013] The foregoing and other objectives, features and advantages ofthe invention will be more readily understood upon consideration of thefollowing detailed description of the invention, taken in conjunctionwith the accompanying drawings.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0014]FIG. 1 is a side elevational view of an exemplary adjustableframe, in accordance with the present invention, showing the framesuitably adjusted for insertion into a shorter-length container.

[0015]FIG. 2 is a partial enlarged view of the adjustable frame of FIG.1.

[0016]FIG. 3 is a sectional view taken along lines 3-3 in FIG. 2.

[0017]FIG. 4 is a sectional view taken along lines 4-4 in FIG. 2.

[0018] FIGS. 5-6 are side elevational views, similar to FIG. 1, butwhere the frame has been adjusted for insertion into a medium-length andlonger-length container, respectively.

[0019] FIGS. 7-8 are perspective views of a lower pinning assembly whichis shown apart from and in its intended use on the frame, respectively.

[0020]FIG. 9 is an expanded elevational view taken along lines 9-9 inFIG. 1, showing-lower lateral spacer assemblies of the frame of FIG. 1in their intended use after the frame has been loaded into a standardcargo-carrying container which is also shown.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0021]FIG. 1 shows a side view of an exemplary embodiment of anadjustable frame 20 constructed in accordance with the presentinvention. As shown, a plurality of vehicles 22 can be loaded in twotiers on the frame. The frame includes spaced-apart sets of wheels 24 tofacilitate movement of-the frame into a standard cargo-carryingcontainer after the frame has been loaded.

[0022] In several respects, the exemplary frame 20 is constructed in amanner similar to the construction of the frames which are described inU.S. Pat. No. 4,797,049, and U.S. patent application Ser. No.07/784,902, filed Oct. 30, 1991, which are herein incorporated byreference. In particular, on each side of the elongate frame 20, theframe includes a plurality of upright brace or compression members 26each supporting a respective longitudinally extending upper rail section28 a-b above a longitudinally extending lower rail section 30 a-b. Asshown in FIG. 1, from the upper rail sections 28 a-b on each side of theframe, a plurality of tension members 32, which are movablelongitudinally along the rail sections, are suspended vertically, and atleast one end hanger 34 is releasably locked in a desired verticalposition on each tension member 32 in order to carry a respective end ofa wheel cradle (not shown) which extends across both sides of the frame.As was described in the Background section, each wheel cradle, in turn,supports either the forward or rearward pair of wheels of a particularvehicle 22. Referring also to FIG. 3, a two-panel centrally-hinged gate35 located on the forward end 38 of the frame permits the respectivesides of the frame to be brought to a closely-adjacent collapsedposition after a spreader bar (not shown) at the rearward end 36 of theframe is first removed.

[0023] With respect now to the novel aspects of the frame, as shown inFIG. 1, on each side of the exemplary frame 20 both the upper and lowerrails are partitioned into two longitudinally-separated sections. Oneach side, the rearward end 36 of the frame includes upper and lowerrail sections which are respectively denoted by reference numerals 28 aand 30 a while the forward end 38 of the frame includes upper and lowerrail sections which are respectively denoted by reference numerals 28 band 30 b. Centrally carried on each side between the end 36 and the end38 of the frame is a respective length-adjusting insert 40. Referringalso to FIGS. 5 and 6, this length-adjusting insert enables theseparation between the ends 36 and 38 to be adjusted so that the totallength of the frame can be adjusted from a first length 42 a of about 39feet (FIG. 1) to a second length 42 b of about 44 feet (FIG. 5) and thenon to a third length 42 c of about 47 feet (FIG. 6), for insertion intocontainers of 40, 45 and 48-foot lengths, respectively. The constructionof the length-adjusting insert 40 and the mating surfaces of each end ofthe frame will now be described in detail.

[0024] Referring to FIG. 2, each length-adjusting insert 40 of theadjustable frame has a generally I-shaped construction. In particular,each insert includes an upright brace member 44 past the sides of whichperpendicularly extend an upper pair of arms 50 a and Sob, which arecarried on the upper end of the brace member, and a lower pair of arms52 a and 52 b which are carried on the lower end of the brace member.Referring also to FIG. 3, in the particular embodiment shown in thedrawings, the upper pair of arms 50 a and 50 b are integrally formed ona single hollow-centered rail which is directly connected, as bywelding, to the upper end of the brace member. The lower pair of arms 52a and 52 b each comprise a solid rail and are connected, at theiropposing ends, to a central wheel-box assembly 53 mounted on the lowerend of the brace member.

[0025] In order to enable each insert 40 to be locked into adjustablepositions on the frame, a plurality of longitudinally-spaced rearwardand forward openings, respectively denoted by reference numerals 55 a-cand 57 a-c, are drilled through the lateral sides of each rearward andforward arm, respectively, of the insert. Viewing FIGS. 2 and 4together, this is done so that respective ones of the rearward openings55 a, b, c, are located substantially the same lengthwise distance fromthe brace member 44 as corresponding ones of the forward openings 57 a,b, c. The purpose underlying this arrangement will be made clearerbelow. The openings are further arranged, on the exemplary insert shown,so that the openings 55 a-c and 57 a-c on the upper arms 50 a and 50 bare vertically aligned with the correspondingly-numbered openings on thelower arms 52 a and 52 b.

[0026] With regard now to the ends 36 and 38 of the frame, as shown inFIG. 1, each respective side of the frame 20 is partitioned so that theends are substantially matched in length. Accordingly, when the lengthadjusting insert 40 is installed, the insert is positioned substantiallyin the center of each respective side. This placement of the insertmaximizes the number of vehicles 22 which can be loaded onto the frame.To clarify this further, because the respective tension members 32 arenot suspendable from the upper pair of arms 50 a-b of the exemplaryinsert now described, as they are from the upper rail sections 28 a-b,the length-adjusting insert 40 defines a zone 61 along each side of theframe within which it is not possible to support the wheels of anyvehicle. As shown in FIGS. 1, 5, and 6, having a wheel-free zone 61 inthe center of each side, however, will not affect the normalthree-vehicle, four-vehicle, or six-vehicle loading pattern. If, on theother hand, the wheel-free zone were positioned elsewhere, such asproximate an extreme end of the frame, the vehicles would need to beshifted longitudinally with respect to the foregoing loading patterns sothat the number of vehicles that could be loaded on the frame woulddecrease.

[0027] Referring to FIG. 2, the respective upper rail sections 28 a-b onone side of the frame together define a facing upper pair of open-endedhollow rectangular tubes 62 a-b and, likewise, the respective lower railsections 30 a-b together define a facing lower pair of open-ended hollowtubes 64 a-b. To install the length adjusting insert 40, the upper pairof arms 50 a-b of the insert are slidably inserted into the upper pairof open-ended tubes 62 a-b, while, at the same time, the lower pair ofarms 52 a-b of the insert are slidably inserted into the lower pair ofopen-ended tubes 64 a-b.

[0028] Referring now to FIG. 4, with the length-adjusting insert 40slidably inserted into each end of the frame in this manner, therespective upper rail sections 28 a of the rearward end 36 aremaintained in end-to-end alignment with the corresponding upper railsections 28 b of the forward end 38. Similarly, the lower rail sections30 a of the rearward end are maintained in end-to-end alignment with thecorresponding lower rail sections 30 b of the forward end. Theserelationships, in turn, ensure that the side-to-side spacing 68 betweenrespective rail sections of the rearward end will equal the side-to-sidespacing 69 between respective rail sections of the forward end, so thatwheel cradles of uniform side-to-side width can be used at either end.

[0029] Referring to FIGS. 2 and 4 together, the length-adjusting insert40 enables relative movement between the respective ends 36 and 38 ofthe frame despite tension-member positioning structures on each end thatoverhang the upper and lower rail sections 28 a-b and 30 a-b. Theseinclude an upper and lower toothed plate 72 and 74, respectively. Thesetwo plates cooperate together to enable each tension member 32 to beshifted between and to be locked in, quickly and without mishap, aplurality of longitudinally-spaced positions along the frame. Referringalso to FIG. 3, on each respective side, the upper toothed plate 72 ismounted on the inward side of each upper rail section 28 a-b andoverhangs each respective upper rail section, while the lower toothedplate 74 is mounted on the upper side of each lower rail section 30 a-b.There is no interference between these respective plates and thelength-adjusting insert because the respective pairs of arms 50 a-b and52 a-b of the insert move entirely within, and not along the outside of,the respective rail sections 28 a-b and 30 a-b. Were it not for thisarrangement, the afore-described wheel-free zone 61 on each respectiveside would generally be over twice the length that is shown in FIG. 1and FIGS. 5-6 so that commensurately fewer vehicles could be carried onthe frame.

[0030] Another advantage of the above-described interconnecting systemis that the length-adjusting insert 40, once installed, can bemaintained in ready-to-use position between the respective ends of eachside of the frame. This is so whether, for example, the frame 20 needsto be adjusted to fit a relatively shorter-length container (FIG. 1) orwhether, instead, the frame needs to be adjusted to fit a relativelylonger-length container (FIG. 6). There is no need, in particular, whentransporting the frame in a shorter-length container, to separatelytransport removable clamp-on attachments in order to be ready to fit theframe into longer-length containers, nor is there a need, whenever theswitch to longer-length containers is being made, to lift and manipulateinto place attachments of this sort.

[0031] The rearward and forward ends 36 And 38 of the frame are adaptedto be pinned to the arms of each length-adjusting insert 40 to enableeach insert to be locked into place so that the frame will maintain aconstant length. In particular, referring to FIG. 2, on each side of theframe proximate the insert-receiving edge of the rearward end 36, a pairof vertically-aligned rearward holes 75 are drilled, the first betweenthe lateral sides of the rearward upper rail section 28 a and the uppertoothed plate 72 and the second through the lateral sides of therearward lower rail section 30 a. Likewise, on each side of the frameproximate the insert-receiving edge of the forward end 38, a pair ofvertically-aligned forward holes 77 are drilled, the first between thelateral sides of the forward upper rail section 28 b and the uppertoothed plate 72 and the second through the lateral sides of the forwardlower rail section 30 b. As depicted, the rearward holes 75 havesubstantially the same lengthwise offset from the insert-receiving edgesof the rearward end 36 as the forward holes 77 have from theinsert-receiving edges of the forward end 38.

[0032] Referring to FIG. 2, upon shifting the rearward end 36 away fromthe length-adjusting insert 40, respective ones of the plurality ofvertically-aligned pairs of rearward openings 55 a, b, c aresuccessively brought into registration with the vertically-aligned pairof rearward holes 75. Viewing FIG. 1 and FIGS. 5-6 together, each suchposition of registration defines a corresponding rearward lockingposition 80 a, b, c. Similarly, upon shifting the forward end 38 awayfrom the length-adjusting insert 40, respective ones of the plurality ofvertically-aligned pairs of forward openings 57 a, b, c are successivelybrought into registration with the vertically-aligned pair of forwardholes 77. Viewing FIG. 1 and FIGS. 5-6 together, each such position ofregistration defines a corresponding forward-locking position 82 a, b,c.

[0033] As a result of the arrangements heretofore described of therearward openings 55 a, b, c, relative to the forward openings 57 a, b,c and of the rearward holes 75 relative to the forward holes 77,respective ones of the rearward locking positions 80 a, b, c are locatedsubstantially the same lengthwise distance from the brace member 44 ascorresponding ones of the forward locking positions 82 a, b, c. Thisallows the brace member to be locked into a position which issubstantially centered longitudinally of each side of the frameregardless of which length adjustment has been selected. Accordingly,when vehicles 22 have been loaded on the frame, the compressive forceswhich act on each brace member 26 and on each brace member 44 will beevenly distributed between these members.

[0034] Referring to FIGS. 3 and 4, after the rearward and forward endshave been moved to a particular rearward and forward locking position,respectively, on each side of the frame, each end is pinned to the armsof the insert by upper and lower locking assemblies 85 and 87. Referringnow to FIG. 7, each lower locking assembly 87 includes a main pinningmember 89 and a separate self-locking pin 91. The main pinning member 89includes a generally rectangular backing plate 93 from one side of whichoutwardly extends a generally cylindrical main pin 95 and a lug 97 ofgenerally parallelipiped form except that the outermost edge 99 of thelug converges toward the rectangular plate at about a 300 slant in adirection moving away from the main pin. Referring to FIGS. 2 and 8, themain pin 95 is suitably dimensioned for close-fitting insertion between,for example, the forward hole 77 formed on the lower rail section 30 bof the forward end 38 and a respective one of the forward openings 57 a,b, c formed on the lower arm 52 b of the insert 40, where the particularforward opening that is used will depend on which of the forward lockingpositions 82 a (FIG. 1), 82 b (FIG. 5), or 82 c (FIG. 6) has beenselected. In similar manner, every other rail section of each end of theframe is pinned to the corresponding arm of a respective insert.

[0035] Referring to the particular pinning position depicted in FIG. 8,lengthwise forces can act between the main pin 95 and the forward hole77 which, unless protected against, can cause lengthwise wearing orelongation of the hole 77 which can, in turn, ultimately cause anexcessive degree of play to develop between the insert and the forwardend. To counteract this effect, the lug 97 is dimensioned and arrangedon the plate 93, as shown, so that when the main pin is received in thehole 77, the lug is positioned for close-fitting insertion between arespective pair of the teeth 101 on the toothed plate 74. The teeth arepreferably formed in the toothed plate using a burning torch, so that ahardened layer is developed along the edge of each tooth. Accordingly,the forces which might otherwise wear against the relatively softerdrilled surfaces of the hole 77 are not able to wear against therelatively harder slotted surfaces of the toothed plate, and the mainpin is held in nonvibratory position within the hole. The rearward orforward openings 55 a-c and 57 a-c on each lower arm 52 a-b of theinsert are also subject to such forces but are less susceptible towearing than the holes 75 and 77 because the lower arms, being solidrails, have a greater length of material along the sides of theiropenings to resolve these forces.

[0036] Referring to FIGS. 7 and 8, in order that the main pin 95 and lug97 do not back out of their respective pinning positions, theself-locking pin 91 is inserted through a hole 103 which is formed onthe outermost corner of the lug between the teeth-facing sides of thelug. This self-locking pin includes an elongate pin body 105, a head107, and a ring 109 pivotably connected to the head by offset ends ofthe ring so that the ring is normally biased to a position immediatelyadjoining one side or the other of the pin body. Accordingly, after theself-locking pin is forced through the hole 103 on the lug, and afterthe ring has been swiveled, as shown in FIG. 8, in locked position overa corner of the lug (as facilitated by the slant of the outermost edge99), the natural bias on the ring maintains this locked position.concerning the upper locking assemblies 85 (FIG. 3), these lockingassemblies are generally similar in construction to the lower lockingassemblies 87 which have now been described, except for dimensionaldifferences made necessary because of the different arrangements of theupper and lower toothed plates 72 and 74 and because the greater lateralthicknesses of the upper rail and arm members in comparison to the lowermembers.

[0037] Although not shown, each length-adjusting insert 40 can beoptionally fitted with a pivotable set of tension member positioningplates in order to enable mounting of tension members in the wheel-freezone 61 when the frame is extended to its full length 42 c as indicatedin FIG. 6. Here each plate of the four-plate set comprises a shortenedlength of toothed plate, generally shaped like the plates 72 and 74which are shown in FIG. 2. Each shortened plate is mounted, at one end,adjacent a respective end corner of the central brace member 44 forpivoting movement between a collapsed position adjacent and generallyparallel to the brace member and a ready position adjacent and generallyparallel to a corresponding one of the arms 50 a, 50 b, 52 a, and 52 bof the insert. A set of four pins are separately provided to releasablyfasten the other end of each shortened plate to the corresponding arm ofthe insert in order to secure the plate in its ready position along thatarm after the frame has been extended to its full length 42 c as shownin FIG. 6. Tension members 32 can then be mounted on each plate alongthe corresponding arm of the insert in consistent manner with theprocedure by which they are mounted to the plates 72 and 74 along eachend of the frame. Alternatively, in-order to make room along the arms ofthe insert for adjusting the frame to a shorter length, the pins areremoved and each shortened plate is pivoted downwardly away from itscorresponding arm to its collapsed position adjacent the brace member.

[0038] Referring to FIG. 1 the adjustable frame 20 includes upper andlower lateral spacer assemblies 110 and 112 which are used to limitlateral movement of the frame inside a container into which the framehas been loaded for shipment. The frame may either be loaded by itselfin its fully expanded condition or with other frames of like type wherethe sides of each frame have been collapsed into closely adjacentposition in order, for example, that the return shipment of a largenumber of unloaded frames can be made. Referring also to FIG. 9, whichshows the lower lateral spacer assemblies in a selected operativeposition for a single loaded frame, each left and right-hand spacerassembly (e.g., 112 a and 112 b) includes an elongate first hollow tube114 of rectangular cross-section which is mounted in lateral extensionfrom a respective corner brace member 26 on the rearward end 36 of theframe. Inside of each first hollow tube 114, fitted for telescopicextension therefrom, is a second hollow tube 116 on the end of which isaffixed a plate 118 or other type of head. Holes (not shown) are drilledin the upper sides of the first and second tubes so that a pin 120 canbe used to variously set the lengthwise extension of the combined spacerassembly.

[0039] As shown in FIG. 9, in their extended positions, the left andright-hand spacer assemblies 112 a and 112 b oppose or limit movement ofthe frame in either lateral direction toward the left or right sidewall122 a or 122 b, respectively, of the container. Alternatively, where anumber of frames have been loaded in collapsed condition inside acontainer, the left-hand spacer of the collapsed frame which is nearestto the left sidewall of the container and the right-hand spacer of thecollapsed frame which is nearest to the right sidewall of the containercan both be extended in order to achieve the movement-limiting effect.

[0040] While, in accordance with the present invention, a preferredembodiment of the adjustable frame 20 has been described, it will berecognized that certain modifications of the frame are possible withoutdeparting from the broader principles of the present invention. Forexample, whether the plurality of longitudinally-spaced locking holesare formed in the respective arms of the insert as shown, or whetherthey are formed, instead, in the respective rail sections, makes littledifference in terms of being able to provide a plurality of forward andrearward locking positions. Clearly, also, the respective arm-supportingmembers and the respective arms of the insert can be constructed andconnected together in a variety of ways, and it is even possible, withsome loss in functionality, to dispense entirely with particularelements of the exemplary insert, such as the brace member or thewheels. Also, if desired, the brace member 44, and/or inward bracemembers 26 which are closest to the brace member 44, could beconstructed similarly to the tension members 32 so as to be capable ofmounting hangers 34 if needed for certain applications, even though theyare not movable longitudinally along the rails as are the tensionmembers 32.

[0041] The terms and expressions which have been employed in theforegoing specification are used therein as terms of description and notof limitation, and there is no intention, in the use of such terms andexpressions, of excluding equivalents of the features shown anddescribed or portions thereof, it being recognized that the scope of theinvention is defined and limited only by the claims which follow.

1. A method of unloading a vehicle from a cargo-carrying enclosurehaving an opening and a floor, said method comprising removing aselectively removable frame member from said enclosure while said framemember supports said vehicle in an elevated condition so as to formsufficient vertical clearance for supporting a second vehicle upon saidframe member at least partially beneath said first vehicle, whilesupporting said frame by movable engagement with said floor, and whilesaid frame holds said first vehicle at a predetermined longitudinalinclination with respect to said floor.